Well sure. This just isn't going to happen with OEM parts. I have one of the unobtainium Billet cranks. It's the only reason I'd consider poking my nose above 500 hp. Cross section of a 225 crank is nil. Start pushing the limits, and a production crank, even the Forged piece is suspect at that level. The crank comes apart, and the block will undergo an unplanned ventilation. Get into that range with Steel rods, and the OEM main caps are prone to cracking. Billet main caps, a custom forged or billet crank, and a girdle are in order. And those exist. Not in any numbers, but when someone throws enough money at a problem, it can be met. The stock crank has stress risers and they do crack at those places, I've thrown several away. They were never meant to carry loads like this.
Doc told me over beers track-side, "the forged 225 crank is suspect above 550 hp." So long as there are plenty of blocks and cranks, we can push them. So far, we have them available. Most slant people aren't going to have that kind of disposable engine fund though. Scatter a crank, and/or throw a rod, most of the remaining internals, not to mention the block, are trash. Start over.
When I called the company that made the billet crank ten or so years ago, they disavowed any knowledge of it. I was going to order a spare, but with a Flange that was useful. They wanted $2500 and an order for a minimum quantity which at the moment escapes me. They also wanted me to ship them a crank to measure. I wasn't going to order 20 parts, so that price went up to a much higher one. Something like $10k. I don't think they wanted to do it. For obvious reasons. Most Slant-Sixers don't want to spend that much on the whole car.
If someone makes the step to an aluminum head that actually breaths, there are plenty of takers. Right up until they hear the price. Then you can count the takers on two hands. Maybe one.
I'm still generally in for Aluminum if someone can come up with a palatable group buy. It would have to be for a minimum run to make it worth their while. Might be able to work something up, but at the same time, getting slant six racers to agree on a specific design is like herding cats. In order to make it worthwhile, the port configuration has to be reworked. Cooling jackets? How do we come up with a cross flow design with the valve arrangement? In order to make it worthwhile, it has to be able to flow. Still, having a lighter head that is stiffer and has a better combustion chamber is worth something. The Mopar aluminum heads that made it out into the wild have all the same flow limitations that the iron heads have. I don't remember where Josh got to with his full quench modification of an iron head. I think he dropped it about the same time he sold his Bonneville car.
If somebody can come up with some ideas, or solutions, I'm all ears. I've got a couple slant engines north of $10k now. One left that figure behind a long time ago. If I break even one internal engine part in that engine, it will require a custom part be made. Could be 'spensive.
I never heard if all the billet roller cam blanks that OCG commissioned were sold. Likely so by now. I think Dave bought "Several."
CJ
